Mbb BK 117 B-1 accident near Jacksonville, Florida, August 14, 2005
On August 14, 2005 at about 8:20 pm local time, a Mbb BK 117 B-1 (helicopter), registered N117US, was substantially damaged in an accident near Jacksonville, Florida (University Hospital airport). It was a positioning flight under general aviation rules (Part 91). No one was hurt; 3 people were on board or involved. The weather was visual conditions (good weather).
The NTSB's probable cause their words, unchanged
The pilot in-flight decision to land in a unsuitable landing area during a precautionary landing. A factor was the loss of power on the number two engine.
Source: NTSB aviation accident database, copy made October 5, 2026. Docket and reports at the NTSB.
What the record shows
- Date
- August 14, 2005 · about 8:20 pm local time
- Place
- Jacksonville, Florida · University Hospital · map
- Type
- Accident · collision on the ground
- Injuries
- No one was hurt; 3 people were on board or involved.
- Weather
- visual conditions (good weather)
- Aircraft
- Mbb BK 117 B-1
- Registration
- N117US · no longer on the register · serial 7175
- Damage
- Substantial damage
- Flight
- Positioning flight · general aviation rules (Part 91)
The NTSB's narrative final · quoted from the NTSB record
The helicopter departed the University Hospital helipad en route to Middleburg, Florida. Approximately thirty seconds after takeoff, the pilot reported a loud noise, the helicopter shuddered, and the pilot reported that he lost power in the number one engine. The pilot attempted to gain forward airspeed to continue the flight on one engine, however after the helicopter cleared a set of power lines, the pilot decided to execute a precautionary landing into the backyard of a residential home. Upon touching down on a fence which was covered by hedges, the helicopter rolled onto the right side. Post-accident examination of the helicopter revealed the main rotor blades were broken outboard the pendulum weights, and the tail boom buckled on the lower surface aft of the attach fitting. The number one engine was functionally tested, and no discrepancies were noted during the engine run-up. Efforts to functionally test the number two engine were unsuccessful. However, the post examination of the power turbine kit revealed the elbow assembly was pierced allowing pressure control air to escape.
The complete narrative as the NTSB published it. The NTSB's docket holds the report as a PDF and any photographs, statements and other documents from the investigation.
The factual record from the NTSB's investigation tables, in plain English
Pilot
- Certificate: commercial pilot
- Ratings: multi-engine land; single-engine land; instrument: airplane; instrument: helicopter; rotorcraft: helicopter
- Flight time: 10,440 hours in all; 3,230 in this make and model; 40 in the last 90 days; 12 in the last 30 days; 10,200 as pilot in command; 430 on instruments
- Last flight review: November 1, 2004
- Medical certificate: Class 2 (without waivers/limitations)
- Seat: rgt
- Injury: no injuries
The aircraft
- Airframe total time: 7,978 hours
- Last inspection: approved inspection programme, June 1, 2005; 100 hours since
- Maximum gross weight: 7,055 lb
- Seats: 4
- Landing gear: fixed
- Engine: Lycoming LTS-10175DB-1 (turboshaft); 0 hours total
The flight
- Departed from: 97J Jacksonville FL at 8:20 pm
- Destination: 97J Jacksonville FL
- Flight plan: none
Weather at the time
- Light: daylight
- Wind: from 240° at 5 knots
- Visibility: 10 statute miles
- Sky: broken clouds at 5,000 ft; clear
- Temperature: 93°F (34°C), dew point 70°F (21°C)
- Altimeter: 29.96 inHg
- Observation at 8:56 pm from JAX
Injuries
| Fatal | Serious | Minor | None | |
|---|---|---|---|---|
| Crew | 3 |
Documents from the investigation the NTSB's docket: the evidence folder behind the report
The docket, the folder of records gathered during an investigation (maintenance records, photographs, witness statements, examinations), has not been read from the NTSB for this case yet; the list appears here once it has. Open the docket at the NTSB.
Everything on this page comes from the NTSB's public records. The narrative, probable cause and findings are the NTSB's own words; the coded tables behind the report are written out in plain English, with pilots' ages, home towns and medical details left out. The documents and photographs are the NTSB's docket, shown as the NTSB released them. This site's own text never names anyone involved. A preliminary report can change; the final report usually follows one to two years later, and the page is refreshed when it does.